Rotary explosive-engine



T.. H. DUNCGML ROTARY EXPLOSIVE ENGINE.

APPLICATION FILED DEC. 7| IQIBI i I n n 's m Ig/DIJQI. D .111m Q9 MMD 5 SHEETS-SHEET i.

nlmuamtoz T. H. DUNCOMBE.

ROTARY EXPLOSIVE ENGINE.

APPLICATION FILED DEC.7| 1918.

1,367,591, 'Patented F@b.'s,1921.

5 SHEETS-SHEEI 2.

5f@ www H. DUNCOMBE.

ROTARY EXPLOSVE ENGINE.

APPLICATION FILED Dief/,1918.

@muted Hei. 8,19%

5 SHEETS-SHEET 3.

H; DUNCOMBE. HUTARY EXPL-OSIVE ENGINE.

.T. H. DUNCOMBE.

ROTARY EXPLOSIVE ENGINE.

APPLICATION FILED um?, 1918.

UlT'ED STATES PATENT OFFICE.

ROTARY EXPLOSIVE-ENGINE.

Specification of Letters Patent.

Patented Feb. 8, 1921.

Application ledDecember 7, 1918. Serial No. 265,737.

To @ZZ whom t may concern.'

Be it known that I, TYnnELL H. DUN- conni, a citizen of the United States of America, residing at Romeo, in the county of Macomb and State of Michigan, have invented certain ne .v and useful Improvements in Rotary Explosive-Engines, of which the following is a speciiication, reference being had therein to the accompanying drawings.

This invention relates to internal combustion engines and more particularly to this class of engines of a rotary type in which the members impelled by the impact of eX- plosion are given a rotation as distinguished trom a reciprocating motion.

An object of the invention is to provide a construction in which the sequence of operations is the same as in the tour cycle reciprocating piston engine, to-wit, explosion or power travel, expulsion of the burned gases, intake of a new charge, and compression of the charge. A further object is to provide a construction wherein this cycle of operation is completed during each revolution of the power member or member 1mpelled by the exploding charge and wherein the shaft which is driven by such power members receives at least two impulses during each revolution thereof. .X turthcr object is to provide means whereby power is transmitted to such shaft in such a manner that said shatt may turn in one direction 1ndependently of said means, and to provide an engine which is simple and compact in construction, and cheap to manufacture.

lVith the above and other ends in view, the invention consists in the matters hereinafter set torth and more particularly pointed out in the appended claims. reference being had to the accompanying drawings, in which- Figure l is a longitudinal vertical section through an engine illustrative of the invention:

Fig. 2 is a transverse vertical section on the line llwil of Fig. l:

Fig. 23. a transverse vertical section on the line lll-lll oi' Fig. l:

Fig. -t is a plan view .in elevation of Fig. 1 drawn to a reduced scale and with portions in section:

Figs. 5. (l. i and S are transverse vertical .sections through the combustion chambers illustrating the successive positions ot the abutments and parts during the cycle of operation;

Figs. 9 and 10 are end elevations of the left and right hand ends-respectively, of the engine with end plates removed;

Fig. 1l is a diagrammatic view-` illustrating an arrangement of rotors and their combustion chambers; and

Figs. l2, 13, 1st and l5 are diagrams illustrating the operation ot the engine.

While in the drawings, an embodiment ot the invention has been shown, it will be understood that the same is merely illustrative of the invention and that the construction, ar 'angement and combination of parts may be modified within the scope of the appended claims, without departing from the spirit of the invention. i

As shown in the drawings. a cylindrica casing l is suitably supported in a horizontal position, and the ends of this cylindrical casing are enlarged to provide what may be considered as power transmitting chambers 2 and 3, said chambers having the outer ends thereof closed by end plates 4, which are suitably secured to the enlarged ends of the casing l by screw bolts 5 or other fastening means. The end plates-4 have concentric bearings l6 and `iournaled' in said bearings is a longitudinal shaft 7 which is in the axis of the cylindrical casing l. On one end ot the shaft 7 is a balance or fly wheel 8, and on the opposite end thereof is a power transmitting wheel, for instance, a belt pulley 9.

Rotatable in the cylindrical casing l are abutting and independent cylindrical rotors generally designated l0 and 1l, said rotors being approximately the same length with the outer ends thereoiC extending into the chambers 2 and 3 and provided with peripheral teeth l2 which provide large gear wheels forming part of a starting mechanism or constituting means whereby power may beapplied to the rotors 10 and 1l for starting the engine. As anrinstance of such starting mechanism, reference will be had to Figs. 4, 9 and 10, showing that the enlarged ends ot the casing l, or the walls of the chambers 3 have openings l5 permitting of gear wheels i4, extending into the chambers 3 and meshing with the. teeth l2 on the ends ot the rotors 10 and 11. rllhe wheels 14 have elongated hubs l5 loose on a starter shaft 16 journaled in brackets l? carried by r c ends of the cylindrical casing e d of the starter shaft lo has a conventional form of crank i8 or similar device so that the starter shaft may be rotated and the confronting ends of the elongated hubs TEE terminate in confronting beveled gear wheels 19 meshing with similar gear wheels 2O rotatably supported on a trans verse bearing 2l., carried by the starter shaft 16, between the inner ends of the hubs lit. rthe manner in which this starter mechanism operates to inpart movement to either the rotor l0 or the rotor ll will be brought out when considering the general operation of the ffmc.

The inner or abutting end of the rotor il has an end wall 22 provided with a cylin* drical hollow hub portion 23 concentric of the rotor l() and of lesslengtli than said rotor.. said hub portion having its outer end rotatable on the end of a sleeve 2l loose on the shaft The sleeve 24 forms part of a hub portion 25 concentric of the rotor ll and in many respects is siinilar to the hub portion 23` of the rotor l0. The hub portions 23 and serve the rotors l0 and 1l respectively in forming annular chambers for inner and outer cylinder liners 26 andl 27, the inner liners 26 being keyed or fixed,

as at to the hub `portions 23 and 25 and the outer liners 27 being keyed or fixed, as at 297 to the rotors l0 and 1l. Bill of the inner liners 26 are identical in construction within the rotors l0 and ll, also the outer liners 27., and there are sets ot liners for each rotor, with said sets separated by an intermediate partition 30. the intermediate partitions 30 are end partitions 3l and 82 abutting the liners 2G and 27. By reference to Fig. l, it will be observed that the end partitions 32 are seated in the inner ends of the rotors l() andV 1l with the partition 32 of the rotor 10 abutting an annular shoulder 33 on the hub por-l tion 23. while the end partition 32 of the rotor ll abuts an annular shoulder 34 on the hub portion 25 within the rotor ll. rll`lie liners and partitions can therefore be assembled from the outer ends of the hub portions 23 and 25. 'lo maintain these elements assembled on the hub portions 23 and 25, said hub portions have the outer ends thereof provided with rings or large nuts and 36 which may be screwed on the ends of the hub portions 25 and 23 respectively, and suitably locked thereon.

'l`he arrangement of the hub portions 23 and 2.3, liners 26 and 27 and partitions 3l and 32 in the rotors l()i and ll. is such as to provide what may be considered as cylinders or chambers and for the convenience of considering these cylinders in the descriptive mattei' to hereinafter follow. said cylinders have been'designatedA, B` C. and l). 'lhc cylinders fl and B are associated Associated with I the rotor l0 and the cylinders C? and l) ith the rotor ll, and in each cylinder is a power abutment 37 and a follower abutment 38. The power abutineiits 37 are carried by the outer liners 27 and since these liners are fixed relative to the rotors l0, and ll it is obvious that said power abutnients are movable with the rotors l0 and ll. The follower abutineiits 38 are carried by the inner liners 26 vand these inner liners are xed on the hub portions 23 and 26 and it is apparent that the follower' abutments are moved simultaneously with. the hub portions 23 and 25. The abutineiits 37 and 38 are radially disposed, as best shown in Figs. 5 to 8 inclusive and said abutments have a cooperative relation automatically maintained for a sequence of operations, similar to a four cycle reciprocating engine.

Screwed or otherwise mounted in the outer ends of the rotors l0 and ll, for instance at such places indicated by the reference numeral 39 are apertured heads 410 and lll, the head l0 having a hub 4t2 keyed or otherwise seated on the end of the lsleeve 2l, thereby establishing a driving relation between the rotor l0 and the hub portion 25 within the rotor ll.

rl`lie head ll is loose on the shaft 7, and the outer faces of both of said heads support spring pressed pivoted pawls d3 normally engaging ratchet wheels del keyed or otherwise fixed on the shaft 7, the pawls 43 and the ratchet wheels all constituting a ratchet mechanism for each of the heads 40 and ll, with the ratchet mechanism of one head the same as the other head.7 as best shown in Figs.

9. and l0, so that said ratchet mechanism may be alternately brought into action for imparting a continuous rotary movement to the shaft 7.

T he heads l() and ll cooperate with openings in the rotors l() and ll in providing pockets l5 for detents i6. and 47. said def tents having conical heads `adaptedto engage in recesses or sockets i8 in the cylindrical casing l, to momentarily hold the rotors l0 and ll stationary in said cylindrical casing.

rl`he inner ends of the detcnts #itl and i7 are loosely connected to slotted cranks i8 of rock shafts 49, said rock shafts being journaled in apertured ears or bearings 50 carried by the heads i0 and il. as clearly shown in Figs. 2 and trl. The rock shafts il) have other crank portions 5l and 52, the former being engaged by the springs 53 which hold the detents for immediate engagement with the cylindrical casing l. when the recesses i8 are encountered. said recesses being diameti'ically opposed as shown in Figs. 2 and The cranks 52 are in the path of travel of fingers or trips 5l carried by the rings or nuts 35 and 3G, and the said detents and llO meneer the tripping elements associated therewith constitute means for momentarily holding the rotors relative to the cylindrical casing 1, so that the power abutments will be held while the follower abutments assume new positions or perform certain duties in the cylinders of the engine.

At that side of the engine opposite the starting device or mechanism is a conventional form of carbureter adapted to supply fuel to the cylinders of the engine through an intake manifold 56 which is connected to the side of the cylindrical casing l and communicates with ports 57 in said casing. These ports in turn will communicate with ports 57a in the rotors 10 and ll and the outer liners thereof, so that an explosive mixture may be admitted to the cylinders of the engine between the power and follower abutments.

The top of the cylindrical casing 1 has sockets 58 corresponding in number to the cylinders ot' the engine, and these sockets support spark plugs 59 adapted to form part of a conventional form of ignition system for the internal combustion engines. rThe spark plugs 59 are adapted for igniting the explosive mixtures within the cylinders of the engine when the intake ports 57a of the rotors register with the sockets 58.

Below the cylindrical casing 1 is an exhaust manifold 60 having exhaust ports 61, and the ports 57a of the cylinders A, B, C and D are adapted to register with the ports 61 and permit of the burnt gases being ex pelled from the cylinders of the engine.

Before describing the operation of the engine, it is necessary to refer to Fig. l in conjunction with Figs. 5 to 8 inclusive, to note the relative location of the power and follower abutments. In considering Figs. 5 to 8, it is well to remember that the cylinder A has been represented in Fig. 5 with the abutments in position maintaining a charge under compression and ready for ignition. The position of the abutments in cylinders B, C and D at this moment has been shown in Figs. G, 7 and 8, and it will be noted that while the power abutments in the cylinders A and B of the rotor 10 move in unison, yet these power abutmentl are diametrically opposed or one hundred and eighty degrees apart, as shown in Figs. 5 and 6. This is also true of the abutments in the' cylinders C and D of the rotor 11, and by reference to Fig. 1, it is obvious that the opposed power abutments move in synchronism with the Jfollower abutments of cylinders C and D, and that the power abutments of cylinders (l and D move in synchronism with the follower abutmcnts of cylinders and B. It is therefore obvious that when the rotor 10 is momentarily held against rotation by the detent 4G, the power abutmcnts ofl cylinders and B and the follower abutments of cylinders C and D are held during the movement of the abutments controlled by the rotor 11 by the detent 47. rll`his arrangement is a characteristic of my inventionas I am able to compactly assemble the cylinders of the engine and eliminate a great deal of mechanism that would be otherwise required to correctly position the various abutments so that the engine would operate on the principle of a four cycle engine. Furthermore, it is apparent that the rotors containing the cylinders serve functionally as sleeve valves, and this alone eliminates structures and packing and mechanism incident to a timid cooperation of such structures.

lonsidering the operation of the engine, particularly in connection with Figs. 11 to 15 inclusive, it must be remembered that Figs. 5, G, 7 and 8 show the position of abutments in all of the cylinders when the cylinder A is about to have its explosive mixture ignited, and furthermore` that the engine is constructed to operate on the same principle as a four cycle reciprocating piston engine, that is. while cylinder A is having the explosive mixture detonated to produce power travel of the unlocked abutment therein, that cylinder C is compressing a new charge therein and is next in order for tiring. In cylinder B, which follows cylinder C in the order of firing, said cylinder' B is receiving a new explosive charge and in cylinder D the exhaust or burnt gases are being expelled.

A cessation in the operation of the engine leaves one of the rotors 10 or 11 unlocked, that is, its detent is in a retracted position, so that the rotor may be revolved. The other rotor is locked against rotation by its detent and this condition may be reversed, but at no one period are both rotors locked against starting. To place the engine in operation, the starting mechanism or device may be operated by hand or power, and when the starter shaft 16 is revolved, the gear wheel 14 associated with the locked rotor will be held stationary and consequently the beveled gear wheel 19 carried by the elongated hub 15a of the locked gear wheel 14A. The unlocked gear wheel 14 will therefore have movement imparted to it through the medium of the beveled gear wheels 20 and the starter shaft 16, and the unlocked rotor can be rotated through one half of a revolution to cause the engine to start under its own power.

Assuming that at the moment of the engine operating under its own power that the various cylinders of the engine are in the conditions illustrated in Figs. 5 to 8 inclusive, then the ignition of the explosive charge between the power and follower abutments 37 and 38 causes the power abutment 37 within the cylinder A to be driven in a counter clockwise direction, as indiserve either as a power cated by arrows -in Fig. 5. As the power abutment 37 is movable with the unlocked rotor 10, it can be driven circumferentially of the cylinder A, while the follower labut-- ment 38 is held stationary by the locked rotor 11. As the power abutment 37 in cylinder A is propelled and movement imparted to the rotor 10, the intake and exhaust ports 57 and 61 are necessarily closed for cylinder A, and as the power abutment 37 in the cylinder B is part of the rotor 10, said power abutment will be moved simultaneously with the power abutment in cylinder A and traveling in a counter clockwise direition will force an explosive charge ahead of it so as to trap the explosive charge between the abutmeiits within the cylinder B, the power abutment 38 therein having remained stationary, similar to the follower abutment in cylinder A by reason of both of these abutments being held by the locked rotor 11. ln referring to the abutment 38 in cylinder B, as a power abutment, even though it is locked through the medium of the rotor 11, it is now apparent that the abutments 37 and 38 alternately or at times lower abutment.

While these operations have been taking place in cylinders A and B, cylinder D has had burnt gases expelled through the exhaust ports thereof by the abutment 37 in said cylinder, and in cylinder C the abutment 38 compresses an explosive charge against the power abutment 37 adjacent a spark plug, thus placing the cylinder C next in firing order to cylinder A.

1When the rotor 10 is driven by the explo` sion within the cylinder A, said rotor has movement imparted thereto for a half revolution and through the medium of the ratchet mechanism associated with the head 40 of the rotor 10, the shaft 7 is rotated a half revolution; the pawl of the ratchet mechanism associated with the liead 4:1 receding over the ratchet wheel 714C as the shaft 7 is operated from the opposite end of the engine. During the movement of the rotor 10 the retracted deteiit thereof is eventually caused to impinge against the finger or trip 54 on the hub portion23 of the rotor 1l, consequently as the driven rotor cornpletes its half revolution the detent thereof snaps into engagement-with the cylindrical casing l, thereby locking the rotor 10 against further movement. Cf course, during the operation of the engine this locking of the rotor is momentary, however, it is sufficient to allow the-rotor 10 to remain stationary while the rotor 1l, containing the cylinder C, has movement imparted thereto.

Simultaneous with the locking of the rotor 10 the rotor 1l is unlocked and as the abutment or a fol-` 'Leanser head -10 of the rotor 10 being closed, .the 'i ratchet mechanism at this end of the engine remains inactive while the ratchet mechanism at the opposite end of the engine is imparting the final half revolution to the shaft 7, and eventually the cylinder. B is placed in condition for firing, then the cylinder l), and the cycle of operation repeated, beginning with cylinder A, and so on. Thus what takes place inI the various cylinders and the relative positions of the abutments have been brought out in Figs. 12V to 15 inclusive, and to recapitulate in order that the broad aspect of my invention may be understood, ll desire to direct attention to the following characteristics or structural features best noted in Fig. l.

First, there is an engine casing or'block with a vrotary set of cylinders (rotors) therein acting as sleeve valves, the alternating operation or timing of which is controlled by the driving of the cylinders per se, and a locking mechanism that insures proper registration of ports which must eX- haust or admit gases or fuel to and from the cylinders.

Second, the follower abutment in each cylinder is operated by connection with another cylinder, and conversely each cylinder operates a follower abutment in another cylinder.

Third, a plurality of rotary cylinders having relatively disposed power abutments turning as a unit, and they in turn operate 'a follower in each of a plurality of other rotatable cylinders which in a like manner, turn as a unit.

' Fourth, assuming that the engine is used as a power plant of an automobile or similar vehicle with the engine shaft connected to the rear axle, either direct or through the medium of a reduction gearing, then, without any inter osed clutch, it is possible `for the rear axe or a shaft journaled ing means, as the power transmitting means may be actuated from the peripheries of the rotors and located outside of the engine or block'.

l/"Vhat l claim is 1. An internal combustion engine, com' prising a casing, rotors therein adapted lto receive an explosive mixture and discharge burned gases, power abutments in said rotors, follower abutineiits in said rotors, the

power abutments of one rotor being movvof the last mentioned rotor being movable with the follower abutments of the rst mentioned rotor, and ignition means for said lengine.

QAn internal combustion engine as characterized in claim 1, and wherein, the. power abutments are in sets diametrically opposed, and the follower members in sets diametrically opposed.

3. An internal combustion engine comprising a casing having ports, rotors in said casing serving as valves for the ports of Said casing, means in said rotors affected by an explosion therein to cause said rotors to revolve, and means adapted for holding one rotor stationary during the rotation of the other rotor.

4. An engine as characterized in claim 3, and wherein a shaft is concentric of said rotors, and means employed for transmitting power from said rotors, to said shaft.`

5. An engine as characterized in claim 3, and wherein the holding means is in the form of detents carried by the rotors and adapted to engage in the casing.

6. An internal combustion engine comprising a casing, abutting rotors in said casing providing a plurality of cylinders, means in each cylinder of each rotor affected by explosion therein to cause the rotor to revolve, and means adapted to cause an alternate operation of said rotors.

7. An engine as characterized in claim 6, and wherein the means controlling the operation of the rotors is at the ends of the engine and inclosed by the outer ends of the rotors.

48. An engine as characterized in claim 6, and wherein a shaft is common to the cylinders of said rotors, and means disposed at the ends of the engine for transmitting power from either rotor to said shaft.

9. An internal combustion engine comprising a casing, rotors in said casing providing cylinder walls, one rotor having a hub portion forming the inner wall of an.

other cylinder, theother rotor having a hub portion forming the inner wall of the last mentioned cylinder, and means in the cylinders of said rotors affected by an explosion therein to cause said rotors to revolve.

10. An engine as characterized in claim 9, and wherein the rotors abut and have the outer ends thereof provided with means adapted to cause an alternate operation of said rotors.

11. An engine as characterized in claim 9 and wherein a shaft is concentric of the hub portions. and meansdisposed at the ends of said rotors to transmit power from said rotors to said shaft.

12. An engine as characterized in claim 9 and wherein the casing is ported for the admission of fuel and exhaust of burned gases to and from the cylinders of said rotors, and said rotors serving as sleeve valves for opening and closing the ports of said casing.

13. An internal combustion engine comprising a casing, rotors in said casing, a hub portion on each rotor, partitions in each rotor cooperating with said hub portions in providing cylinders, each hub portion being rotatable with a rotor other than'the one with the partitions of which it coperates, andA means in said cylinders affected by an explosion therein adapted to cause said rotors to revolve.

la. An engine as characterized in claim 13, and wherein a shaft extends through said hub portion, and means are employed for transmitting power from said rotors to said shaft.

15. An internal combustion engine comprising a casing, rotors in said casing, a hub portion in each rotor providing a cylinder, each hub portion being rotatable with a rotor other lthan the one within which it is positioned, and means in said cylinders affected by an explosion therein adapted to cause said rotors to revolve.

.16. An engine as characterized in claim 15, and wherein the casing is ported and the rotors serve as valves for the casing ports.

17 An internal combustion engine having a plurality of cylinders revolulole about a. common axis, means in said cylinders affected by an explosion therein adapted to cause said cylinders to revolve, and means adapted for holding` some of said cylinders stationary during the rotation of other cylinders.

18. An engine as characterized in claim 17 and wherein the axis of said cylinders is a shaft, and means at the ends of the engine for affording constant rotation of said shaft in one direction from the alternate operation of said rotors.

19. An internal combustion engine having cylinders end to end and composed of inner and outer walls, the inner wall of each cyl-' inder being rotatable with a `cylinder other than the one within which it is located, abutments carried by the outer walls of said cylinders, and means adapted for affecting an explosion at each abutment to move said abutrnentsr 20. An internal combustion engine having rotary cylinders composed of inner and outer walls, the inner wall of each cylinder being rotatable with a cylinder other than the one in which it forms a part, abutments in said cylinders. and means adapted for effecting an explosion between the abutments in each cylinder so as to impart alternate movement to said cylinders.

'l ti ilk in engine elim 20, and wherein some o ahiitinents are ea tried by the outer oynndei Walls and the othei:1 abutments by the cylinder Walls, with nieans :tor positioning; said abutments so that no two eylindeifs are rotated togethei.

22. .dn engine as ohaiaoteized in claiin Q() and wherein the onteiD Walls ot said o vlindei's serve as valves controlling the mission ot fuel and exhaust of burned gases to and 'from said cylinders.,

ln internal combustion engine conn` prisingr two abutting` rotors providing` outer cylinder walls, a hub portion on each rotor pifoviding an innen Cylinder Wall 'for the other rotorq paititions between said. cylinder vvalls piovidine; tvvo cylinders tor each rotoli9 abutments in each cj/hinder7 inea-ns adaiifJ-ted to effect an explosion between the abutments ot each' cvlinder to canse eaoli rotor to volve and means adapted to oon trol rotation. of said rotors so said abntnients will be positioned relative each other. i

ln a ninlti-oylinden einiinen rotaii/Y syl indees arranged side by side vvitli one past oit one @vlinder foiinine; a rotative part ot anotliei' cylinder, abntinents in said o vlin deisq one carried b v the ej/'lindei in Wlaiehit is located and another lov the part ot said cylinder which is rotatable with anothet1 cylinder, and means :tor introdticinow between said abutments to canse said cylinders to ievolve.

ein engine as oliaiiaoteiined in elaini 2d. and wherein a shalt is axiallv and coin nion to all cylinders. and nieans ttor causing; said Cylinders to alternately impart mover nient to said shaft..

26. engine as characterised in olaiin 24h and wheiein sonrie ot the abutrnen'ts are carried by' the enter vfalls of the @vlinders and the ineinaining abutinents carried by the inner *Walls of said evlindeisq Witlitlie outei Walls ot saidvcjvlinders serving as valves control the admission exhaust oi fuel and banned gases to from said ovlinders..

27. ein internal combustion engine coinprisine a ported easing. a shalt eonoentiio thereof. ported rotors supported upon said shatt. and serving as valves relative 'tothe ports ot said casina. partitions in said ro- .tors providintf a nait3 o t cylinders in each rotorq abutments in each @vlinder and loetvveen which an explosion is effected to iinpait movement to said rotors, means adapted to automatically ennaee in said easingl to alternatelv loelt said T:oto-fs against rotation, and a ratchet mechanism between said shalt and said rotors so that said rotors may alternately impart motion to said shalt.

28. An engine as ohaiaete'ized in claim 2"? and wherein liners ane mounted in the cylinders tot supporting` the abutments tliei'ein and in a defined relation.

29e f'ln inteinal combustion engine coinprising a easingy plates Closing the ends of said casing, ay shaft journaled in said plates, abutting rotors in said easing, heads @an *fied by the outer ends of said iotors, hub portions in said rotors, partitions in said rotors on said hub potions and providing Cylinders in. each rotor, abiitrnentsin each cylinder ot each rotor, means toi introducing and lining explosive charges between the abutinents of each Cylinder to canse said iotors to fevolvea means between the heads of said rotors and the hub portions thereof adapted for looking either rotor eelative to said easingnl and means between said heads and said end plates toi' transmitting power ot either rotor to said shaft.

30. l-ln internal Combustion engine havingl totarv cylinders composed ot inner and outer Walls, "he inner `Wall of each oylinn der being supported from. a cylinder other than the one in which it is located, abutnients in said cylinders, ineens adapted for effecting an explosion between the abutnients ot the Cylinders so as to impart an alternate movement to said cylindersj and means engaging;` said @vlinders and operatable thouajh the inedinin of a single shaft for iinpaiting movement to either cylinder for starting1 nntposes.

3l. flininternal combustion engine com prising a easing; having" ports. rotors in said easing". serving); as valves for the ports oiI said casina; nieans in said rotors affected by an explosion therein to cause said rotors to lrevolve` ineans adapted tor holding one *fo-- tot stationary during the rotation ol the othei rotor. and means engaging" both rotois adapted for impartingn movement to either rotor' for starting purposes.

An internal combustion engine com pfisingz. a easing, rotors in said oasingzya shaft concentric ot said rotors. means for introducing and tiring an explosive charge in each rotor to cause said rotors to revolve. means tot' transmittinglq power from each olf said rotors to said shaft, said rotors and said means being arranged so that 'the iotors l Memer operate said shaft, means adapted to cause said rotors to revolve, a starter shaft oominon to said rotors, and means actuated by said starter shaft adapted for imparting movement to either rotor.

35. An internal combustion engine having sets of cylinders, power abutments in one set of cylinders connected to turn as a unit, follower abutnients in another set of cylinlo ders activated by said power abutments to In testimony whereof I aiix my signa- 15 ture in the presence of two witnesses.

TYRRELL H. DUNCOMBE. Witnesses:

LEWIS E. FLANDERS,

G. E. MCGRANN. 

